Subframe for railway-cars.



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PATENTED FEB. 18, 1908.

R. n. GALLAGHER, h.

APPLICATION TILED MAB. 1}, 1907.

SUBPRAME FOR RAILWAY CARS.

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' PATENTED FEB.18, 1908. R. D. GALLAGHER, JR. SUBPRAMB FOR RAILWAY (mas.

AEPLIOATIOH FILED 1A3. 14. 1907.

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wit (0 A (Hmong! RICHABD n. GALLAGHER, 1a., or New YORK, N. r.

SU'BFRLEE FOR RAILWAY-CABS.

Specification of Letters Patent.

' ?atented Feb. 18, 1908.

Application filed Inch 14. 1907- Serisl No. 862.418.

Too-ll whom 'it may concern:

Be it known that I, RICHARD D.GALL4GHF.B,

. Jr., of New York, in the count of New York and State of New York, have mvented a certain new and useful Improvement-in Subframes for Railway-Cars; and I do hereby declare the following to be a ull, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of this specification, and to the figures and letters of reference marked thereon.

It is well recognized by those skilled in the art that the ommon wood frame construction of railway cars has many advantageous features, not least among which may be enumerated the elasticity and adaptability of the car to the conditions of the load or track and to train stress whereby not only is the life of the car itself prolonged, but overloading does not result in permanent deflection and shocks and distortions are absorbed without injury. Unfortunately modern traiiic conditions have imposed upon the cars of ordinary wooden frame construction burdens which they are not calculated to withstand, and largely due to their use coupled to or in trains with modern unyielding cars of the so-called steel or all metal construction which together with the increasing tendency to overload has resulted in a lar e percentage of car failures and a constantly increasing burden for repairs.

s It is the object of the present invention to overcome these dlfliculties and to provide a car frame which, while it will afford the-necessary strength'to withstand the shocks and strains of modern traffic conditions and inc ased loads, will not reduce the limit of e asticity, or capacity of the car, to absorb strains and accommodate itself to existing conditions.

The invention consists primarily in a subframe which may be applied to existing cars or, if desired, incorporated-in new cars in supplement to the ordinary framing, said an frame embodying metal bolsters, sub

end frames and girders extending in the line of buffing strains from the draft and the ends of which girders form the inner sto s for he draft rig e in ention furt er consists in certain novel details of construction and combinations and arrangements of parts all as will be now described and pointed out part-icularl in the appended claims.

eferring to the accompanying drawings: Figures 1 and 2 are longitudinal vertical sections through a car frame and sub-frame embodyin the present invention. Fig. 3 is a vertic section on the line 3-3, Fig. 1, looking toward the left. Fig; 4 is a top plan view of the end of the sub-frame shown in Fig. 1 but omitting the top timber or filling iece. F 5 is a horizontal section on the 1 Fig. 6 is an inc 5-5, 1, looking down. elevation loo 'ng atthe left hand end of the frame, as shown in F 4. V Fig. 7 is a vertical section on the line 77,Fig. 4. Fig. 8 is a vertical section on the irre ular line 8-8,

Fig. 4, looking toward the rig t. Fig. 9 is a vertical section on the line 99, Fig. 1.

Similar letters of reference the several figures indicate the same parts.

The usual wood under-framing of a car is 15 shown ir Jutline in 1', 2 and 3, and includ es the sills A, cross tie timbers B and buffer beams C all of any well known or usual construction, these parts being illustrated to show the combination of the sub-frame therewith.

At each end of the car the sub-frame embodies a body bolster and a lo 'tudinal frame incorporated therewith an having longitudinal beams the outer ends of which constitute the sto s against which the draft gear abuts,where lzy the bufilng strains are transmitted to the beams in line with their longitudinal axes to avoid any tendency to buckle or bend the same. The said longitudinal beams are preferably channel iron beams as shown at 9. .They extend through the body bolster and at their outer ends terminate in position to form the stops against which the butter rigging takes its 96 t ey bearing -For this purpose are sulficiontly close together to lie within the areacovered by the rear follower of the said rigging and .in order to afford a somewhat wider seat for said follower plate angle iron cap'100 pieces E are applied to the ends of the beams and strengthening and filli plates F, f and r'gidly connected by a large number of rivets o cient cross section to eliminate any possibility of shearing.

The channel irons H extend a short distance beyond the body bolster for the reception of bolts assing up through the sills and they have t ieir flanges .firmly iuiited by rivets to the t'opwand bottom plates K K, of the bolster, whereby the bolster becomes in effect an integral part of the structure. Said body bolster is in the form of a truss the top plate K being somewhat wider than the bottom plate K but the latter being the compression member is of heavier cross section as shown clearly in Fg. 7. The two plates-approach each other toward the ends of the bcl ster and are connected throughout the greater part of their length by Z-irons or webs k the outwar turned flanges of which are riveted to the wide upper plate while the inturned flanges are riveted to the narrower lower plate. To provide-a space in the bolster for the passage of rods, pipes etc., the said plate M, preferably ta Z-irons or webs are tapered at their inner ends, the fla es, however, being continued throughout t e tapered part. Obviously they may taper toward either the top or the bottom plate," but as shown they taper toward the top plate leaving spaces L at each side of the center frame for the passage of rods, pipes, etc., as before stated.

The ends of the body bolstermay have ca s K applied thereto or said ends may be ot erwise made to conform to the side of the car in accordance with known practice.

overlying the central portion of the to plate of the bolster is a top strengthening red from the ends where it is the width 0 the bolster to a considerably greater width at the center where its sides are firmly riveted and bolted to the center frame. This center strengthening top gate is connected rigidl with the frame and later preferably by t e rivets which connect the parts of the bolster .together'and which connect the center frame and bolster,

in other words, it forms a part of the bolster and is connected rigidly with the center frame to form a unitarv structure which may be manufactured and sold as an article of manufacture ready for application to carsof ordidary construction and without change other than the removal of the existing bolster and the substitution of the present bolster and center frame.

Connecting plates N preferablyconnect the beams D in rear of the bolster and forward of the bolster and ends of the beams 13, the

center frame is continued in the form of a housing, open at the bOtlZQIH fOP tho recep: tion of the draft-and buffing r1gg1ng.

The sides of the forwardly extending part .Of the center frame are formed by relatively the under deep channel irons O riveted at their rear ed at the top by a cover or arch plate 0' having its central part bent upwardly for the accommodation of the strap, while a removable bottom late 0 connects the bottom of said channel irons and serves as the support or carry plate of the draft rigging. N ear the front en 'l, the channel irons 0 have front stops secured thereto, said steps consisting essentially of a broad angle iron P, the flange of-Which forms the bear-in face bf the stop and a plurality, preferably three, bracket angle irons P, the ends of whose flanges form braces for the flange of the angle iron I. Supplemental narrower channel irons Q are secured to the outer sides of the channel irons 0, preferably by the rivets which secure the forward sto in place and these supplemental channe irons extend under the bumper beam C and support the carry iron Q on which the drawbar rests.

In applying the sub end frames to a car they are connected with the sills. by vertical bolts and have longitudinally extending girdem or sub-sills and filling pieces of wood extending throu h the whole or the major aortion of the w ole center part-of the car. these longitudinall extending girders and iilling pieces are wel illustrated in Figs. 1, 2; 5- and Q, where the girders-are indicated by the letter R and the filling ieces by the let- I tore 'R ll. To form iirm a utments for the ends of the girders the rear ends of the strengthening plates Fare turned out at an angle as at v and the girders seat against such ends in roximity to the bolster. The

i lling piece 2 preferably extends beyond the bolster and its end seats against the up wardlymxtending flange of an angle iron S secured to the top plate of the bolster and preferably resting against the arch 0' of the cover plate.

- The bumper beam is centrally supported.

by an angle iron T also secured to the cover late 0 thus the whole structure is woven into the under framing of the car in such manner as to become an integral part thereof with the capacity to distribute the strains uniformly, present a substantially rigid 0nd structure su ported from points well back in flaming for resisting draft and butting strains and shocks and while the whole serves to stillcu and strengthen the car frame it does not reduce the limit of clusticity thereof. As a consequence, while the power of resistance is greatly int-roused the range of dcllcfllon .or distortion wrmissiblo without permanent injury is not reduced.

Obviously thebolstcr will have a router pin castingl secured therein ainlmuy ho udditionall'y braced by cross'ties V desi ed to prevent buckling of the compression c rd of the truss.

While the invention is particularly appli- 'cable to and is especially designed for use on cars now in use in order that they may be made to meet modern traffic conditions and to this end the sub-frame is so designed that vantage both from an economical point of a view and because of the increase in the .strengtlrof the car.

It will be noted that the beams are as narrow vertically as practicable in order that the may occupy tlie' space nowavailable wit out raising the level of the body of the ear, and to give the necessary space for the draft and buffing rigging the channel irons O are ofconsiderably greater width and pro- 'ect below the level ofthe bottom of the .ams. T" i With especial reference to the center beams forming at their ends the rear stop for the draft and bufiing rigging it will be noted that said beams are located centrally from the line 'of'thc draft sills O a considerable distance which mav be roughly stated as a greater distance than the thigkness of the web, inasmuch as thethickness'of the web alone is insufiicient to form effective stops and the addition of brackets on the inner sides would cause strains which itis the object of this invention to avoid.

Having thus described my invention what I-claim as new and desire to secure by Letters Patent, is

1. As an article. of manufacture, a metallic sub-frame end for application beneath the under frames of cars, embodyin a bolster, a l center frame having beams riglc ly united to the bolster and formed'at their inner ends for connection to center sills extending from one sub-frame end to the other and a draft and buffing rigging housing mounted rigidly -on the outer end of saidcenter frame and forming a continuation thereof. 2. In a sub-frame adapted for application beneath the under frames of cars, the combination of separate metallic sub-frame ends, each embodying a bolster, -a center frame having center beams and a bufiing rig-gin housing rigidly connected together and wood sub-sills interposed between and connecting the beams of the sub-frame ends.

3. In a sub-frame for application he'- neath the under frames of railway cars, the

combination with draft sills. forming a housing for the draft and buffing rigging, of

longitudinal beams located c intralliy" from the line of the draft sills a distance greater than the thickness of the webs of the beams,

said beams being a distance apart less than the width of the .r r end of the draft :and buffing rigging andhaving their ends positioned to form the rear stops therefor whereby buffing thrust is in alinement with and directly against the ends of the beams.

4. In a sub-frame for the underframing of railway cars, the combination with the longitudinal beams extending throu h the bolster, of strengthening lates applie to the sides of said beams at t e ends and caps extend-in across and takin a bearing on the ends 0 said beams and pistes to form the rear stops I for the buttin rigging.

-5. In a sub-frame for the under frames of railway cars, the combination with the body bolster, longitudinally extending beams passing throu 11 said bolster, channel irons of greater wi t-h than and overlappin the ends of the beams and forming the si es of the buffing ri ging housing and s acers between the over apping ends of the cams and channel irons whereby the beams are brought into alinement with the buffing rigging and directly receive the thrust from said rigging.

6, In a sub-frame for the under frames of railway cars, the combination with the body bolster, longitudinally extending beams I assing through the bolster, channel irons rming the si es of the buffing rigging housing and spaces between the beams and channel irons having their ends flush with the ends of the beams to form with the ends of said beams therear stops for the buffing rigging. f

7.'In a sub-frame for railway cars, the combination with the body bolster and longitudinal beams rigidly connected with said bolster, of channel irons of eater width than and forming extensions 0 the beams to -receive the draft and buflingriggingbetween' them and extensions of less width than the channel irons secured to the ends of said channel irons for-supporting the bum er and carry irons; substantially as describe 8. In a sub-frame for under frames of railwa Y cars,'the combination with the longitudinal beams, of a bolster through whi*l said beams pass and to which they are attached embodying a wide top plate, a narrower bottom plate and-connectin webs between the edges of said plates havin oppositely turned flanges riveted to the plates, the inner ends of said webs being tapered to leave openings in the bolster for the passage of rods andpipes.

9. In a sub-frame for under frames of railway cars. the combination with the 10ndtudinal supporting beams, of stops for the draft rigging formed of wide angle irons the flanges of which form the stop faces and a plurality of separate angle irons connected with the vn'de angle irons and having their ends seating against the face flange thereof 5 to form supporting brackets therefor.

10. A metal sub-frame end for railway car under frames ha a bolster and longitudinal'beams extending through and rigidly 

